Machine for rolling girder-rails



(No' Model.) I 3 Sheets-Sheet I. P. OOLLEY. MACHINE FOR ROLLING GIRDERRAILS.v

No. 410,821. Patented Sept. 10, 1889.

(No Model.) 3 Sheets-Sheet 2.

P. OOLLEY. MACHINE 'FOR ROLLING GIRDER RAILS.

No. 410,821. Patented Sept. 10, 1889.

N. PETERg, PhMoLilhugraphuf. Washingmn. D. c.

(No Model.) 3 Sheets-Sheet 3.

P. GOLLEY. MACHINE FOR ROLLING GIRDER RAILS.

No. 410,821. Y Patented Sept. 10. 1889.

N. FETERSwPhORM-flhOgrapMr. Wuhingwm D. C.

UNITED STATES PATENT OFFICE.

FREDERICK OOLLEY, OF JOI-INSTOI/VN, PENNSYLVANIA, ASSIGNOR TO THEJOHNSON STEEL STREET RAIL COMPANY, OF KENTUCKY.

MACHINE FOR ROLLING GlRDER-RAILS.

SPECIFICATION forming part of Letters Patent No. 410,821, datedSeptember 10, 1889.

' Application filed Apn'l2, 1888. SerialNo. 269,266. (NomodeL) To allwhom it may concern:

Be it known that I, FREDERICK OoLLEY, of Johnstown, in the county ofCambria and State of Pennsylvania, have invented a new and usefulImprovement in Rolling Girder- Rails, which improvement or invention isfully set forth and illustrated in the following specification andaccompanying drawings.

The object of this invention is to facilitate the rolling ofgirder-rails,particularly of such shapes as are difficult to roll byordinary methods, and to increase the product in a given time byreducing the number of passes in which to complete the rails.

The invention will first be described in detail, and then particularlyset forth in the claim.

In the accompanying drawings, Figure 1 illustrates in side View a pairof roughingrolls. Fig. 2 is a similar view of a pair of finishing-rollsfitted with a pair of horizontal side rolls shown in cross-section.Figs. 3and 4 illustrate in plan the side rolls shown in Fig. 2. Fig. 5illustrates in side view another pair of finishing-rolls.

In said figures the several passes are numbered from 1 to 6, inclusive,in Fig. 1, and in each of Figs. 2 and 5 from 7 to 12, inclusive,respectively.

The hot metal is first passed successively through passes 1 to 6, andthen through the passes of either Fig. 2 or Fig. 5, as may be desired,depending upon the shape of the finished rail required. Each set ofrolls in Figs. 2 and 5 is complete in itself, producing the finishedrail of the section 12 or 12 respectively, and either set may be servedwith the rough-rolled bar taken from the rolls, Fig. 1. In said figurethe passes 1 and 2 are ordinary fiat and edging passes, respectively.Passes 3 and 5 are dummy passes, and 4 and 6 edging-passes. It will beobserved that at the first dummy pass No. 3 the head of the rail isroughed out. If using the ordinary process of rolling, it would bedifficult to thus at once commence forming the head of the rail in theearly dummy passes, as the whole scope of the dummy action must be usedto get the necessary spread of metal to secure the width of head neededin the finished rails.

From pass 6 the rail is entered into pass 7 of either set of rolls,Figs. 2 and 5. In this pass the dummy action is secured by a horizontalside roll C, let in between the necks of the main rolls, while the mainrolls are reducing the metal otherwise. The metal or rail is then rolledon edge consecutively to the last pass No. 12, where it is again actedupon, if desired, by another horizontal roll D, similarly placed betweenthe necks.

The side roll 0 is essential to the quick reducing of the section ofmetal. The side roll D may or may not be essential for quick reduction,but is of great advantage for the following reasons: In all girder-railsthe head portion must be of good finish, as it is the running surface ofthe rail. The rest, being buried in the road-bed, is not so important asto finish. Ordinarily this head portion is finished in the main rollsproper, and these, being made of cast-iron, are subject to rapid wear;but by securing the finish in the side roll D not only can the same(being small) be made of forged steel or other superior metal tooexpensive for the main rolls,but it can be quickly and economicallydressed up, (as can also be the side roll 0,) and thus the dressing upof the main rolls be largely reduced and better finish secured.

Two sections of rail are shown as being finished from one set ofroughing-rolls common to both sets of finishing-rolls, thus showing thelarge scope gained by the use of the side rolls, and the rail isfinished in twelve passes, where ordinarily thirteen passes are used.The use of the side roll 0 thus equals a gain of one pass less, and byputting heavier draft on the passes the saving might, in large mills, bestill greater. The advantage in increased product is thereforesverygreat.

The roll 0 is in fact a reducing-roll, and forms, with the main rolls,what may be described as a three-part dummy pass. -The roll D is afinishing-roll, forming a threepart finishing pass. The one roll can, ifdesired, be used without the other. Both rolls are so located betweenthe main rolls that they can be added to an ordinary rolltrain withoutspecial mechanism, the only essential point being that the body of themain roll be cut away to permit of entry and rotation of the side roll;and, further, it will be observed that the side roll is used for somespecial and fixed shape, which dispenses with the need of horizontaladjust ment for changing the shape of the pass points of greatimportance in rolling-mill work, where simplicity is essential.

By the adaptation. of one side roll to work in conjunction with a passat the end of an ordinary set of rolls is secured a pass which acts intwo horizontal planes and one vertical plane. This localizes the actionof the side roll and increases its adaptation to special and awkwardshapes, which often require a local action 011 some special portion ofthe pass. By the use of the side rolls for a fixed purpose they becomeavailable for use at the end of an ordinary set of rolls; but they wouldnot be available for this purpose were adj ustment an essential, for itis evident that the adjustment that might be needed for what may betermed the side-roll pass would affect all the other passes in saidrolls, and would thus render the use of a side roll impossible.

Details of the location of the side rolls in the carriages are notherein shown, such being reserved for a separate application for LettersPatent.

The side rolls C D are rotated by the metal passing through the mainrolls, and need no special mechanism to drive them.

The adaptation of this invention to one shape of rails is shownnamely, acenterbearing girder-rail; but it is evident that it is equally welladapted to side-bearing rails or any other shaped rails, and that it hasspecial advantages for the rolling of undercut sections of rail thatcould not be rolled in the passes of a small pair of rolls acting in theordinary manner of rolls.

I am aware that many devices have been suggested and used for speciallydriving rolls in different planes. I am also aware that rolls (four inall) operating simultaneously on the two vertical and two horizontalsides have been in use, such rolls being specially designed for thegeneral purposes of rolling and with a special view to adj ustability inboth planes, and such I do not claim, but limit my invention to onehorizontal side roll, in combination with a groove in the main rolls,undercut on one side to receive such side roll, the same being fixed fordoing speeilic work by its shape alone, and driven not by drivingmechanism, but by the passage of the metal which it reduces or finishes,as the case may be, through the pass while being rolled.

Having thus fully described my said improvement in rolling girder-rails,as of my invention I claim V In combination with the end passes, one orboth, of a set of main rolls, a horizontal side roll set in verticalbearings, said main rolls having passes cut away on one side to permitof the entry of said side roll, substantially as set forth.

FREDERICK COLLEY.

\Vitnesses:

M. KIRKBRIDE, A. MONTGOMERY.

